US3655962A - Digital automatic speed control for railway vehicles - Google Patents
Digital automatic speed control for railway vehicles Download PDFInfo
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- US3655962A US3655962A US811970A US3655962DA US3655962A US 3655962 A US3655962 A US 3655962A US 811970 A US811970 A US 811970A US 3655962D A US3655962D A US 3655962DA US 3655962 A US3655962 A US 3655962A
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- B61L15/0062—
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
- B60T7/00—Brake-action initiating means
- B60T7/12—Brake-action initiating means for automatic initiation; for initiation not subject to will of driver or passenger
- B60T7/128—Self-acting brakes of different types for railway vehicles
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- B61L15/0094—
Definitions
- a speed control and precision stopping system for fully automatic or semi-automatic operation of railway vehicles includes a digital comparator for comparing data representative of maximum speed limit in the particular zone in which the vehicle is located with data representative of a velocity restriction imposed by a synthesized stopping profile mode.
- the stopping profile mode is based on the distance the vehicle must cover to reach the next scheduled stopping point, and is synthesized in the form of successive rates at which the vehicle velocity is reduced from an initial value corresponding to maximum speed limit.
- the lesser of the two compared speed restrictions is used as the desired vehicle speed and the actual vehicle speed is compared against this desired value to determine the sense and extent of tractive effort required to be exercised by the train controls to maintain the vehicle at desired speed. Compensation is provided for successive vehicle stopping at points short of or beyond a preset stopping target by appropriately varying the apparent speed of the train, and thereby, the tractive effort.
- the present invention relates generally to automatic control systems for railway vehicles, and more particularly to a digital control system for governing the sense and extent of vehicle traction in accordance with digital data representative of imposed speed restrictions.
- the invention has particular application to mass rail-transit systems.
- the present invention comprises a digital system for controlling the movement of a railway vehicle along a track by controlling the sense or direction and the extent, in steps, of the tractive effort of the railway vehicle. That tractive effort may be in the form of propulsion, or of braking, or of coasting, depending upon the degree of movement required.
- the digital system includes means digitally synthesizing successive linear rates of reduction of velocity of the vehicle, beginning with the normal maximum speed limit for the zone in which the vehicle is located, as a function of distance from a selected point of approach to a scheduled stop, to establish a stopping profile operational mode at the attainment of that point.
- Means are provided for storing data representative of present maximum speed limit in the zone through which the vehicle is passing, and for storing data representative of a vehicle speed consistent with the present state of the stopping profile mode, and for comparing these two stored speed restrictions to select the lower-valued one as the desired speed of the vehicle.
- the actual vehicle speed in digital format, is compared with the selected value of desired speed, and traction control is instituted as required to bring the actual speed to the desired speed.
- the two speed restrictions are again compared to determine which has the lower value and to use that value as desired speed.
- Further means are provided to store data representative of inaccuracy of stopping position in the same direction at several successive scheduled stops, and in that event, to initiate corrective measures by appropriately changing the digital format representative of actual speed to produce an indication of apparent speed which differs from actual speed.
- the apparent speed value determines the tractive effort required, and is appropriate to produce that tractive effort which will tend to reduce the inaccuracy of stopping position.
- FIG. 1 is a block diagram of a system according to the invention.
- FIG. 2 is a graph illustrating the synthesis or approximation of a constant deceleration curve involving car velocity as a function of distance, to provide a stopping profile mode for the system of FIG. 1.
- one input terminal 10 of the system is connected to receive pulses from an axle gear of the train at a pulse rate directly proportional to the velocity of the train.
- a permanent magnet may be fastened near the periphery of one wheel, and a coil arranged relative to the wheel adjacent one point of the path followed by the magnet as the wheel rotates during movement of the train, to induce a pulse in the coil with each passage of the magnet. Accordingly, the faster the train moves, the greater the rate of pulses applied to terminal 10.
- a second system input terminal 11 is arranged to receive a stop signal in the form of a continuous gating voltage at the conclusion of a time interval following the last stop that depends on the distance between stations and the distance covered by the train since leaving the last station.
- the stop signal information is preprogrammed for successive scheduled stops (i.e., stations at which the train is to stop) such that a stop signal will be applied to terminal 1 1 at a predetermined distance from the next station at which the train is to stop.
- the system is constructed and arranged to undergo a series of equal steps of tractive effort, which may consist of braking, coasting, or propulsion between successive stops. This requires that recurrent periods of time be set aside to determine what type of tractive effort is called for and to initiate that effort, and that the train be permitted to respond to whatever efi'ort has been initiated prior to the next successive determination period.
- the system includes a free running multivibrator (FRMV) 12 having a period chosen to be approximately twice that of the normal reaction time of the train to one step of tractive effort.
- FRMV free running multivibrator
- FRMV 12 During one half of the period of FRMV 12 it is in one of its two stable states, which for the sake of convenience is termed a high state, and during the other half of the period FRMV 12 is in its other stable state, referred to hereinafter as a low state.
- a load command signal is applied in the form of a continuous gating voltage in parallel to a respective gate input terminal of each of AND gates 14 and 15, to permit entry of maximum speed limit data and stopping profile velocity data, applied in binary form to the other respective input terminal of each of gates I4 and 15, into respective shift registers 16 and 17.
- the maximum speed limit of the train is subject to a number of restrictions which may be fixed, such as a requirement of speed reduction to a specified limit upon approach of a station, regardless of whether or not it is a scheduled stop for the train, to protect the lives of persons on or near the station platform; or which may be variable, being controlled by such factors as amount and delay of traffic on the track ahead of the train, track maintenance activity in the zone, accident on or near the track ahead, and so forth.
- the speed limit in a particular zone might be miles per hour (mph)
- the block i.e., length of track of defined limits in which use is governed by block signals
- the speed limit for a train approaching that block might be lowered to 15 mph or less until the forward block were cleared, at which time the speed limit would again be the predesignated maximum for that zone. Consequently, the speed limit data may be varied at any time during the train's travel between stations according to information communicated via block signals transmitted from wayside stations in or near the affected blocks.
- Stopping mode profile is merely a selected set of gradually decreasing velocity magnitudes with distance suitable to produce smooth deceleration of the train from its velocity at the moment the stop signal occurs to a full stop at a desired target on the station platform.
- constant deceleration of the train from maximum speed limit to zero velocity is chosen as the desired rate of change of velocity, and the preferred embodiment is implemented accordingly, as will be described. It happens that constant deceleration is an appropriate selection for determination of the stopping mode profile because it appears to represent the optimum compromise between passenger comfort and reduction of headway.
- a constant deceleration if plotted in terms of velocity as a function of distance, yields a parabolic curve representing rate of change of velocity (from maximum speed limit to zero) with distance (from the point at which the stop signal is generated to the stopping target at the station).
- a parabolic curve representing rate of change of velocity (from maximum speed limit to zero) with distance (from the point at which the stop signal is generated to the stopping target at the station).
- Such a curve is closely approximated in a piecewise linear manner by several straight lines of successively increasing slope (i.e., in the absolute sense), and one method of implementation of this piecewise linear approach will be described presently.
- a down (or backward) counter 18 (labeled PROFILE" in the Figure) is initially loaded with a binary number representing maximum speed limit in the zone of interest, and it is this data which is to be entered into and temporarily stored in shift register 17.
- the shift signals are originally obtained from a clock pulse generator 20 which feeds its output pulses at a constant rate to one input terminal of gate 19. These output pulses are gated therethrough, however, only upon application of gating voltage to the other input terminal of AND gate 19, connected to the low state terminal of F RMV 12.
- FRMV 12 Since the period of FRMV 12 is selected in accordance with the time required to exercise each step of tractive effort on the train, it is essential that clock pulse generator 20 supply pulses at a rate sufficient to shift out the entire contents of both registers 16 during the interval time that FRMV 12 is in its low state (i.e., during one-half the period of FRMV 12). This serves to clear the shift registers of all data, in readiness to be loaded with the same data, or as previously discussed, a possible change in either or both of the speed limit data and the stopping profile velocity data. To effect reloading of the shift registers, in preparation for the next step of tractive effort, the load command signal on lead 21 may be obtained form the high state terminal of FRMV 12.
- gating voltage is applied from the low" terminal thereof to the gating command terminal of gate 19 to pass the clock pulses as shift pulses to the shift registers, and thereby to feed the data simultaneously from each shift register to a respective input terminal of a comparator 23.
- the present speed limit data (a number) is compared with the present stopping profile velocity data (also a number) to determine the smaller of the two. it is always the smaller of these two speed restrictions that defines the present desired velocity of the train, and as a result, the necessary tractive effort to achieve that velocity.
- a voltage is generated by the comparator for application as a gating voltage to an AND gate 24, thereby entering the number representative of present speed limit into a down counter 25 (labeled VELOCITY DETECTOR" in the Figure) via AND gate 24 and OR gate 26.
- a gating voltage is applied by comparator 23 to AND gate 27 to enter the number representative of stopping profile velocity from counter 18, via gates 27 and 26, into counter 25.
- a gating voltage is applied to an AND gate 29 (as well as to gates 14 and 15 to reload the shift registers) to gate pulses from the axle gear pick up coil occurring at a rate directly proportional to actual velocity of the train, and normally passed by an inhibit gate 40, to velocity detector (down counter 25.
- the count in counter 25 is successively reduced by each incoming pulse until FRMV 12 returns to its low state and gating voltage is removed from AND gate 29, thereby discontinuing the application of any further pulses from the axle gear pickup coil to the counter.
- Detector 30 is adapted to sense a remaining count of from 0 to 3, indicating that the train velocity is equal to or slightly less than the desired velocity which had been registered in counter 25, and to produce a signal calling for zero traction (zero tractive effort), i.e., coasting.
- Detector 31 senses a remaining count of more than 3 in counter 25, indicating that the train velocity is more than slightly below the desired velocity, and produces a signal to the train controls calling for one step of positive tractive effort, i.e., of propulsion.
- each of detectors 30 and 31 may be a digital-to-analog converter of the type using an operational amplifier, for example, as described in Richards, Digital Computer Components and Circuits (Van Nostrand 1958), pp. 4945.
- Detector 30 may sense a count of 3 or less even though the count exceeds 3, but this is not critical because the output signal of that detector merely calls for coasting and is overridden by an output signal (propulsion command) from detector 31.
- detector 30 may be completely eliminated and the train controls arranged to produce coasting in the absence of propulsion (positive traction) or braking (negative traction) signals. In this manner, if the remaining count is 3 or less it has no effect on the speed control of the train. It is to be understood, in any event, that the lowest magnitude of the remaining count resulting in propulsion need not be greater than 3, this value having been selected merely for the sake of illustration.
- overflow detector 34 may constitute a monostable multivibrator which is triggered to its quasi-stable state by the first incoming pulse and which has a delay time (i.e., interval from instant of assumption of the quasi-stable state to instant of spontaneous return to the stable state) longer than the anticipated period of the overflow pulses. In its quasi-stable state, detector 34 generates a voltage to initiate the single step of braking effort by the respective train control.
- the piecewise linear approximation of the desired deceleration curve to providegradual reductions in train velocity during a stopping mode profile initiated by a stop signal at input terminal 11, is implemented by circuitry including profile counter 18, a profile rate changer (counter) 36, and a profile rate determinant (counter) 37.
- a stop signal a continuous gating voltage
- AND gate 38 acts to pass all of the axle gear pickup coil pulses appearing at terminal and normally passed by inhibit gate 40, to counter 37. This is accomplished without disturbing the operation of that portion of the system previously described, since AND gates 29 and 38 are connected for parallel receipt of pulses from gate 40.
- the count accumulated by counter 37 is suitable to accurately monitor the distance from the point at which the count is begun to the stopping target on the next station platfonn. This monitoring of distance is utilized to institute the necessary gradual change in velocity at various points (distances) along the route.
- counter 37 when counter 37 accumulates a particular count that depends upon the particular segment of distance covered by the train at which a velocity change is to be initiated, it generates a single pulse. This pulse is applied to profile counter 18 to reduce the count therein by a single unit and is also applied to a reset terminal of counter 37 to clear the count registered in the latter counter. Accordingly, counter 37 is ready to and does accumulate a new count corresponding to the last count, again generates a single pulse to further reduce the count in profile counter 18, and resets itself. Under these conditions, counter 18 is counting down at a rate determined by the count in counter 37 at which the single pulse is generated. If the particular count of counter 37 that produces the pulse is changed, then the rate at which the count in profile counter 18 is reduced is also changed.
- a change in the rate at which counter 18 is being down-counted is effective to correspondingly vary the rate at which the desired velocity is being reduced.
- the rate at which single pulses are generated by profile rate determinant counter 37 determines the slope of a velocity-versus-distance plot for the stopping profile mode.
- a profile rate changer 36 comprising another counter, is utilized to determine when a new rate of reduction of velocity is required.
- profile unit 18 may be connected to a conventional decoding circuit of the type described by Ledley in Digital Computer and Control Engineering (McGraw-Hill 1960) at pages 547 et seq.
- a conventional decoding circuit of the type described by Ledley in Digital Computer and Control Engineering (McGraw-Hill 1960) at pages 547 et seq.
- Such a circuit includes a plurality of gates connected and arranged in such a manner as to have n independent input leads each capable of carrying either of two binary values, and 2" output leads, each output corresponding to one of the 2" possible elementary products of the n inputs, and the outputs being mutually exclusive (i.e., only one at a time permitted to be a unit voltage, or pulse).
- a complete decoding circuit is not required for decoder 41 since input leads of the decoder may be connected to respective stages of counter 18 and only those outputs are required that correspond to particular combinations of bit values in counter 18 representing respective predetermined counts.
- These predetermined counts are simply digital values to be attained by counter 18 and at which it has been decided in advance that a new rate of reduction of velocity with distance is required to implement the selected stopping profile mode velocities. Assuming, for example, that seven different slopes are to be used to approximate the selected stopping profile, only seven specified values of count in counter 18 are significant and only seven outputs of decoding circuit 41 need be provided.
- the seven output leads of decoder 41 may be connected together for serial application of outputs to profile rate change counter 36 since these outputs will appear at specified counts in the downward count sequence of counter 18.
- Profile rate changer 36 is implemented to supply a distinct continuous gating voltage for each count it assumes, as it increases one unit with each incoming pulse from decoder 41.
- Each distinct gating voltage is to be applied via a separate lead to respective AND gates in gate circuit 42.
- Each of these AND gates has as its remaining input a respective output of another partial decoding circuit, 43, associated with counter 37 to provide the change in the count that will produce a single pulse, as explained above.
- decoder 43 has its input leads respectively connected to the several stages of counter 37 and has output leads corresponding to several different values of the counter 37 at which a single pulse is to be produced.
- the output leads of decoder 43 corresponding to these distinct and different values or counts of counter 37 are connected to the other input terminal of respective gates of gating circuit 42.
- the arrangement is such that when the rate of reduction of velocity with distance is to be increased as determined by preselected counts of counter 18, a gating voltage is applied by counter 36 to the AND gate 42 associated with the the decoder 43 output for the next lower pulse-producing count of counter 37.
- the initial pulse rate of count-down pulses to profile counter 18 is based on a count equal to maximum speed limit in counter 18. This, in turn, results in application of a gating voltage from profile rate change counter 36 to a predetermined AND gate 42 to which are fed single pulses occurring with a selected maximum count in counter 37. These pulses are fed via an OR gate 45 to the down-count terminal of profile counter 18. Each pulse emanating from OR gate 45 is also fed back to a reset terminal of counter 37 to clear the latter counter to begin a new count with the incoming pulses from AND gate 38.
- profile rate changer 36 is increased in count by one unit and the gating voltage is thereupon switched to an AND gate 42 associated with the decoder output producing a single pulse upon attainment of the next lower preselected pulse-triggering count of profile rate determinant 37.
- the cycle is repeated as counter 18 is again down-counted, but this time at a faster rate because counter 37 need not achieve as high a count as earlier to cause production of a down-counting pulse. In this manner, the rate of reduction of velocity with distance is increased in steps until the train comes to a full stop.
- the train should stop such that a precise point therein is alongside a specified target on the station platform.
- wheel wear will become sufficiently great to introduce errors into the speed and distance determinations of the speed control system, because reduction of wheel diameter increases the rate at which pulses arrive at terminal from the axle gear pickup coil.
- the present control system is adapted to receive wayside signals from the area of the station or station platform indicating that the train has stopped short of the desired target or beyond it. Where wheel wear is the controlling factor the train will invariably stop short of the target, but since other factors may be present which would produce successive long stops, both short and long stop indications should be available.
- both frequencies should be received at respective receiver points aboard the train. If such reception occurs throughout a stop interval, i.e., the period of time during which the train is stopped, no correction is initiated. However, should only one frequency be received for a brief interval at the lead receiver, and this at the incorrect frequency, a pulse is placed in an under target shift register 48 or other form of memory. Receipt of two frequencies for brief spaced intervals by the lead receiver is encoded into a single pulse for application to an over target shift register 49.
- each shift register may be transferred to respective counters 50 and 51 by appropriately programming the system in advance, or by a manual load command.
- a pulse is generated by an associated decoder 52 or 53, respectively.
- a pulse resulting from the predetermined under target count in counter 50 is fed to the up count terminal of an up-down counter 55, utilized as a trim determinant; whereas a pulse from decoder 53, indicative of attainment of a predetermined over target count, is applied to the down count terminal of counter 55.
- a trim rate determinant in the form of a counter 56 is coupled to receive incoming pulses from the axle gear pickup to count each of those pulses.
- the maximum count should be chosen on the basis of the approximate average number of pulses occurring in one-half the period of FRMV 12.
- a decoder circuit 57 of the type previously discussed has input terminals connected to the various counter stages but requires only a few output terminals for producing a pulse on attainment of counts representing increments of 1 percent of the aforementioned approximate average number of pulses from the axle gear, from about 95 percent to about 100 percent. These output terminals of decoder 57 are connected to respective selected ones of AND gates 58, which receive gating voltage from up-down counter 55 according to distinct and different counts therein.
- each advance in the count of counter 55 representing the predetermined number of stops short of target, is to cause inhibiting of 1 percent of the incoming axle gear pulses to velocity detector during one period of down counting thereof.
- the reduction in number of these pulses is tantamount to reducing the apparent speed of the train by a corresponding percentage, and thus to require appropriate positive tractive effort (propulsion) to bring the apparent speed up to the permissible limit represented by the count in velocity detector counter 25.
- the first unit of count entered into up-down counter 55 supplies continual gating voltage to the AND gate 58 associated with the decoder output that carries a pulse on attainment of a percent pulse count of counter 56.
- the latter pulse is thus passed by the AND gate, through OR gate 59, and on to the inhibit" terminal of inhibit gate 40.
- Each pulse supplied by OR gate 59 is fed to a reset terminal of counter 56 to restart the count therein.
- FIG. 2 is a graph of train velocity versus distance illustrating a selected stopping profile curve, and the piecewise linear approximation of the actual curve be resort to a relatively small number of slope-indicating lines.
- a digital system for automatically controlling the sense and extent of railway vehicle traction or braking comprising first shift register means digitally synthesizing successive linear rates of reduction of velocity of the vehicle, from normal maximum speed limit, as a function of distance traveled, to establish a stopping profile operational mode for said vehicle, second shift register means for storing digital data representative of a maximum speed limit in the zone through which said vehicle is passing, third shift register means for storing digital data representative of a vehicle velocity consistent with the state of the stopping profile mode, comparator means responsive to said maximum speed limit representative data as stored in said second shift register means and to said data representative of a vehicle velocity as stored in said third shift register means for digital comparison thereof and for selection of the lower value of the two as the desired velocity of the vehicle, means responsive to digital data representative of wheel RPM of the vehicle for comparison against said desired velocity value and for selectably instituting vehicle traction and braking control of said vehicle to bring the actual vehicle velocity toward said desired vehicle velocity, and means for initiating periodic recomparison of the speed restriction data stored by said first shift register means with said third shift
- the invention according to claim 2 comprising means for generating a signal indicative of arrival of said vehicle at a point in said zone which is a predetermined distance from a next scheduled stopping point for monitoring the distance traveled by said vehicle from that point to said stopping point, means responsive to a measurement of said distance for modifying said vehicle velocity-representative data as a function of said successive linear rates of reduction of velocity and as a function of said distance.
- the invention according to claim 3, further including means for monitoring the positioned accuracy of said vehicle at each scheduled stop, counter means for digitally accumulating data representative of the respective number of times said vehicle has stopped short of or beyond a preselected stopping point at each scheduled stop, and means responsive to accumulated stop position-representative data for changing said digital data representative of wheel RPM in such sense as to produce an apparent vehicle speed such as to cause said selective traction and braking control means to institute traction control tending to cause said vehicle to stop precisely at the preselected stopping point at future scheduled stops.
- Apparatus for automatically controlling the movement of a car along a track comprising first shift register means for storing a digital value representing an imposed upper limit on car speed for the portion of track along which the car is moving comparator means for periodically comparing the digital value recorded in said first shift register and representing said imposed upper speed limit with a digitally recorded value representative of the normal maximum speed limit in said portion of track, means responsive to said comparison means for selecting the lower of said digital values as a representation of the desired speed of the car, counter means for periodically storing a count proportional to the number of revolutions of a wheel of the car which occur in a pre-selected interval of time, to provide an indication of the actual speed of the car during that interval, means responsive to the storing by said counter means of a count indicating an actual car speed differing from said lower of said digital values selectively to control the braking effort or the propulsion effort in equal steps in a sense required to bring the actual speed of the car toward the desired speed, means further responsive to the count of said counter means for changing the digital value stored in said
- each of said successive time intervals corresponds to the normal response time of said car to each of said equal steps of braking effort or propulsion effort.
- the invention according to claim 5, further including means responsive to inaccuracy of car stopping position in the same direction at plural successive scheduled stopping points for changing the count to be stored by said counter means such as to provide an indication of apparent speed of the car differing from actual speed to an extent required to modify said braking or propulsion effort so as to reduce said inaccuracy at a future stop.
- a speed profiling system for a vehicle comprising first register means for storing a first digital format representative of a maximum permitted speed of said vehicle, second register means for storing a second digital format representative of a synthetic stopping profile for said vehicle, means for comparing said formats to select which of said digital formats represents the lower speed, and means responsive to only the selected format for controlling the speed profile of said vehicle.
- said last means includes means for measuring the actual speed of said vehicle and digitally storing a measure of said actual speed, and further includes means for comparing said measure against said selected format.
- a method of enhancing the accuracy of stoppage of a vehicle at future stops comprising the step of controlling the speed profile of said vehicle in proceeding to said future stops as a function of the inaccuracy of stoppages of said vehicle at stops immediately preceding said future stops.
- a method of controlling the speed profile of a vehicle digitally comprising comparing first digital data representing maximum permissible speed of said vehicle with second digital data representing speed of said vehicle as called for by a digitally synthesized profile of the speed of said vehicle, and controlling the actual speed profile of said vehicle in accordance only with the lower of the speeds represented by said first and second digital data.
- the method of controlling the speed profile of a train in coming to a stop comprising comparing in successive time increments multi-digit digital formats of speed of said train with multi-digit digital formats representing desired speed of said train until said train comes to a stop.
- the method of bringing a vehicle to stops at predetermined geographic locations in accordance with a predetermined velocity profile comprising successively recording speeds of said vehicle in a first multi-digit digital format for fixed time intervals, successively recording desired speeds of said vehicle for said time intervals in a second multi-digit digital format, and selectively applying a predetermined traction or a predetermined braking effort to said vehicle following each of said intervals as a function of digital comparisons of said digital formats.
- the method of accurately bringing a vehicle to stops at predetermined geographic locations in accordance with a controlled speed profile comprising controlling the speed profile of said vehicle in approaching one of said geographic locations so as to stop said vehicle at least approximately at said one of said geographic locations, sensing the inaccuracy with which said vehicle stops at said one of said geographic locations, and modifying said speed profile so as to compensate for said inaccuracy in stopping at a succeeding geographic location.
- said predetermined constant distance is measured in terms of a count of the rotations of a wheel of said vehicle, and wherein said signal representing accuracy is a digital count.
Abstract
Description
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Cited By (76)
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US4569027A (en) * | 1980-09-27 | 1986-02-04 | Toyota Jidosha Kogyo Kabushiki Kaisha | Method and apparatus for detecting rotational speed of rotary member |
US4827438A (en) * | 1987-03-30 | 1989-05-02 | Halliburton Company | Method and apparatus related to simulating train responses to actual train operating data |
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